Sunday, August 5. 2012

It was one of those days when casual observation could suggest that the steam department had done nothing !.However we made steady progress on some critical work although the visible effect does not look much.

On 1630:

·we have now agreed terms with the boiler welding specialist for the back tube sheet and super heater flue work.Hopefully that will be done shortly.It should only take 4 days once he is on site.

·the pipe to replace the corroded runs along sides of the boiler has been located and ordered.This in itself gave some quite surprising results.The small diameter heavy gauge steel pipe used on a steam locomotive now has few uses and is made in small quantities.Price is therefore driven by batch sizes and availability rather than the weight so we have larger tube costing less than larger and seamless costing less than seamed in some cases.

·Collin finished the inside of the front tube sheet, so internally we now only have the contract welding of the rear tube sheet to do.

·Mike and Bob continued forming the test sheet for the firebox patch.The activity this week was focused on forming the shape to match the sloping front tube sheet while retaining an accurate match to the curve of the mud ring.

Mike shapes the test patch

·the major activity was the continuing battle with the smoke box bolts.These apparently insignificant 3/4 inch bolts occupied a number of us all day.

Looking at the locomotive in service they are simply the bolts onto which the nuts, that you see in a circle around the edge of the smoke box front sheet, are threaded.

What we are working on

Although they appear at first sight to be studs, they are actually "T" headed bolts, unthreaded in the length that passes thru the front ring, that are driven into the ring from the rear.The snag is that they cannot be a really tight fit on the front sheet so there is a hidden cavity behind the nut in which moisture and gases attack the bolt.In service the smoke box is under vacuum and any leakage causes loss of efficiency and rapid corrosion as air is sucked past heated metal.We want to ensure that, once we do this overhaul, we have reasonable confidence that 1630 will be good for the next 15 years so we are working on the basis that these bolts should be replaced where they are wasted to less than 5/8th inch.This means removing 11 bolts.It is clear that the bolts at the top and bottom, which are subject to greatest wear, have been replaced at some stage as most of the 11 are at the sides.

The documented way of removing these bolts is to hammer them from the front, potentially having heated the ring to assist the process.The bolts on 1630 do not seem to have heard of this process !!.None have proved possible to hammer out anything like whole.They are so firmly in place that hammering expands the bolt in the hole and makes it impossible to remove.The technique evolved during the day is to grind off the head of the bolt (which we think may in some cases have been welded during repairs at some time), very carefully drill a hole centeredon the bolt and enlarge it to allow an air hammer bit to be inserted.This allows the air hammer to be used with less expansion of the bolt.If this does not work you have to collapse the sides of the bolt into the hole, re drill and try again.We now have 5 out.They are very variable.The last and worst did not come out until we had done this multiple times and reduced the length for 2 1/4 inch to 3/4.The huge frustration is that, when they eventually come out, it is just a plain smooth plug with nothing to indicate why it would have been so difficult to move.

Drilling the last one on the engineers side

Here you can see the bolts.The green paint marks indicate good.The red marks and gaps those that are to be or have been removed.Here we are working on the last one on the engineers side, which proved to be the worst so far.

Late on we called in reinforcements and received full support from the IRM Board.Thank you Jim !!.

Jim working on a steam engine - one for the records

Any way , 6 more on the fireman's side for next weekend, then we can think about putting in the new ones.

Finishing the engineers side

Elsewhere Phil removed the lugs from the back of one of the axle boxes for 428 so that it can be mounted on the Bullard turret lathe to machine the bearing face.The plan will be to fit brass bearing faces, similar to those fitted to 1630, rather than poured babbit faces previously used.

Phil prepares one of the axle boxes for machiningWhat we are working on

I will not be at Union next Saturday as my son is getting married.I do hope to be there Sunday so hopefully I will be able to report on a lot that the team has been able to get done without me getting in the way!.

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Bob Venditti about Working on the Orange and BrownSun, 09-24-2017 19:47Great to see this car being
restored. Living in Fla, it's
difficult to visit as often as I'd
like to. Looking forward to seeing
it in IC colors on my [...]

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paint looks wonderful. The car
will stand out in a train once it
it ready for service. Great job!

Matthew about The Painted LadyFri, 09-15-2017 13:33Hi there I just wanted to say I
really enjoyed working on this car
although you forgot to mention my
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Robert J about Working on the Orange and BrownWed, 09-13-2017 19:32My understanding is that when IC
painted equipment in the orange and
brown that yellow went on firsat as
the primer coat followed by orange
and brown. [...]

Kurt Schlieter about Painting the Orange on IC 3345Wed, 09-13-2017 17:01Look great, but you might want to
seriously consider getting a
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to 5 gallons of paint depending on
size. This would [...]

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Roger Kramer about Working on the Orange and BrownTue, 09-05-2017 10:17Hi Matt We estimate the costs for
installing 100 amp 240 volt stand
by service would be between $2500
to $3000. Our shop is now
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Matt Maloy about Working on the Orange and BrownMon, 09-04-2017 09:34@ Roger, how much would it cost to
get this 10oamp 240 service?
Because I think that would be a
worth-while investment if the
museum installed it.